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Trans-Pennine NOVA 3 observations.

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8001F

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Trans-Pennine NOVA 3 observations. - Posted: October 3, 2019 - 11:46 PM Quote and reply
The 0821 from Leeds to Scarborough has produced a NOVA 3 class 68/5 CAF coaches reliably recently, so I gambled today, which paid off. This diagram starts nominally with the 0555 Man Vic-Lime St then 0656 to Scarborough and ending on the 2056 Lime St-Stalybridge. The diagram starting with the 0556 from Lime Street was also NOVA 3 today, but only 185s were otherwise spotted during the 7 hours travel. An unliveried 8022xx bi-mode was in the Scarboro bay, York at 1600.
Today’s trip covered the Sca-Liv-York part of the diagram.
My GPS performed well, even coping with a battery change at 90 mph. The only loss of signal in the open was briefly under York’s canopy. The coaches’ riding was a bit variable, steady in parts, a bit lively in others. The door configuration is unhelpful and I timed the disembarkation off the 0821 at Leeds with a full commuter load at around 90 secs, but with only about 30 boarding a dwell time of 3 mins could suffice. In the December TT change this train has one minute at Huddersfield but 5 at Leeds.
The seat reservations had both paper and traffic light systems going. The 1356 from Liverpool had the inwards traffic light details until Man Vic. The trolley couldn’t provide hot drinks throughout the diagram and was cash only for the first 2 legs. The trolley person suggested to another customer going down to the “kitchen car” in first class for a coffee.

The 0821 left Leeds at 0838 taking 23m 16 to York after being regulated in from Chalenor Whin. 23m 46 to Malton with lower enhanced speed limits being observed. The Hull-Scarboro’ won the battle at Seamer Jn and Scarborough arrival was 19 late. The 1041 return trundled along at Heritage dmu speeds (68-70) from Seamer to Malton (18m 03), but a bit faster to York (27m 13) reached dead on time. The York-Sca timings were “relaxed” at the last TT change to improve performance. The cl 185 timings are otherwise challenging and a two min late stopper caused a 2.5 min loss between Leeds (one late) and Huddersfield (19m 33), but a 29m 38 time to Man Vic recovered some of the loss, now 3 down. A 5 late MIA-Barrow train via Chat Moss prevented any gain to Lea Green (21m 20) and Lime St was reached still 3 late in 13m 22.
The 1356 from Lime St had a driver due to go off duty or on his rest break at Man Vic. 11m 36 to Lea Green and 20m 05 to Man Vic including 16 sigs at Ordsall Lane, arriving 2 early. However, dep was 2 late with what could be a driver still getting used to his new steed, so I shall make no comment on the running. 29m 25 to Hudds on a very,very tight 26 min public time, 19m 30 to Leeds and 22m 19 to York, 7 late.
The overall running showed that, apart from taking longer to clear PSRs, NOVA 3 sets can keep pace start to end with the class 185s in normal circumstances, but those are sometimes at a premium on the North Trans-Pennine route!
IU


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8001F

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Re: Trans-Pennine NOVA 3 observations. - Posted: October 4, 2019 - 11:45 AM Quote and reply
8001F said:
The 0821 from Leeds to Scarborough has produced a NOVA 3 class 68/5 CAF coaches reliably recently, so I gambled today, which paid off. This diagram starts nominally with the 0555 Man Vic-Lime St then 0656 to Scarborough and ending on the 2056 Lime St-Stalybridge. The diagram starting with the 0556 from Lime Street was also NOVA 3 today, but only 185s were otherwise spotted during the 7 hours travel. An unliveried 8022xx bi-mode was in the Scarboro bay, York at 1600.
Today’s trip covered the Sca-Liv-York part of the diagram.
My GPS performed well, even coping with a battery change at 90 mph. The only loss of signal in the open was briefly under York’s canopy. The coaches’ riding was a bit variable, steady in parts, a bit lively in others. The door configuration is unhelpful and I timed the disembarkation off the 0821 at Leeds with a full commuter load at around 90 secs, but with only about 30 boarding a dwell time of 3 mins could suffice. In the December TT change this train has one minute at Huddersfield but 5 at Leeds.
The seat reservations had both paper and traffic light systems going. The 1356 from Liverpool had the inwards traffic light details until Man Vic. The trolley couldn’t provide hot drinks throughout the diagram and was cash only for the first 2 legs. The trolley person suggested to another customer going down to the “kitchen car” in first class for a coffee.

The 0821 left Leeds at 0838 taking 23m 16 to York after being regulated in from Chalenor Whin. 23m 46 to Malton with lower enhanced speed limits being observed. The Hull-Scarboro’ won the battle at Seamer Jn and Scarborough arrival was 19 late. The 1041 return trundled along at Heritage dmu speeds (68-70) from Seamer to Malton (18m 03), but a bit faster to York (27m 13) reached dead on time. The York-Sca timings were “relaxed” at the last TT change to improve performance. The cl 185 timings are otherwise challenging and a two min late stopper caused a 2.5 min loss between Leeds (one late) and Huddersfield (19m 33), but a 29m 38 time to Man Vic recovered some of the loss, now 3 down. A 5 late MIA-Barrow train via Chat Moss prevented any gain to Lea Green (21m 20) and Lime St was reached still 3 late in 13m 22.
The 1356 from Lime St had a driver due to go off duty or on his rest break at Man Vic. 11m 36 to Lea Green and 20m 05 to Man Vic including 16 sigs at Ordsall Lane, arriving 2 early. However, dep was 2 late with what could be a driver still getting used to his new steed, so I shall make no comment on the running. 29m 25 to Hudds on a very,very tight 26 min public time, 19m 30 to Leeds and 22m 19 to York, 7 late.
The overall running showed that, apart from taking longer to clear PSRs, NOVA 3 sets can keep pace start to end with the class 185s in normal circumstances, but those are sometimes at a premium on the North Trans-Pennine route!
IU

Fri Oct 4: 0556 ex LPOOL a 185 today but NOVA 3 on the 0656.
IU


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